This may have been addressed before but I haven't seen it. Occasionally on final approach, on glideslope and on localizer at about 500 ft the little ILS diamonds will all flash yellow and then the nose will pitch up. I have to disconnect the A/P & A/T then land manually. Am I missing something ? Jerry Sterner

This may have been addressed before but I haven't seen it. Occasionally on final approach, on glideslope and on localizer at about 500 ft the little ILS diamonds will all flash yellow and then the nose will pitch up. I have to disconnect the A/P & A/T then land manually. Am I missing something ? Jerry Sterner

At 1500' (I think) the receivers do a test and flash yellow for about 3 seconds. At 400' on an autoland, the aircraft pre-trims aircraft-nose up. Those are the only things I can think of that are close to what you describe.Good luck figuring this problem out.

Thanks for the reply, I'll work on it. Jerry Sterner

I've seen it intermittently but landed OK.First make sure both CMD 1 and CMD 2 are engaged and both navs are set to the ILS frequency. Then make sure you are on the correct speed and flaps schedule for Vref plus ten to keep within the performance envelope and your V/S rate is reasonable. Too much speed and your aircraft might pitch up to slow down and then you'll get an unintended climb.If you are in turbulence and your vertical profile is very bumpy you might get that.Back when you joined the localizer did you get the correct ident? FS has a nasty problem when localizers at opposite ends of the runway share the same frequency and you are using a default airport (All FS default airports have localizer back courses enabled.) and you need to insure you are locked in to the correct one. If not you'll get the incorrect GS until almost right on the center line.That's all I recall from memory at the moment.

Thanks Ron, appreciate it. I'll try that tonight.

Ron, I tried your suggestion going into KLAX but when I try to activate CMD2 it turns off CMD1 and I had the same problem with pitching up. Am I missing something ?

I can't bring up the panel right now but there are there is a localizer/VOR selector on the MCP that has one more position for using a an ILS maybe APP. You also must be at a limited AG altitude before you engage the second command unit. Be sure your nav frequencies are identical on both navcomms.The PFD will announce what might be amiss such as SINGLE CHANNEL if both navs are not locked in. Also, your ILS ident in the PFD will change color to I think white or yellow when it is locked in. That is your clue to have both CMD buttons engaged. Now I have the 600/700/800/900 with service packs installed. The 800/900 pair upgraded the panel for the 600/700 and I don't know if all features were enabled in the 600/700 without the 800/900 depending on the date of your install. For both suites I bought the CD versions way back.I don't understand why if both navs are tuned the same why switching from CMD 1 to CMD 2 would cause a pitch-up unless you have maybe failure mode activated.Some other expert will have to comment here. I'm a bit rusty right now.Finally in the afcad I have for KLAX it lists shared identical ILS frequencies active with backcourses on at both ends of the same runway, the FS9 problem I referred to in my previous post. Here's the list I have attached:

Thanks for the reply Ron, I will keep working on it. It didn't pitch up when I tried to switch to both CMD's it did it a little later. I was unable to get both CMD's lit up at the same time. I was in the 700, I have the 600 ,700 and the 800 and 900 with all the updates. Maybe I'll try it in the 800. Again thanks.

OK, I tried tonight close to home at KPHX. This time I used the 900, took off and made a circuit tuned both nav radio's to the ILS and once I had centered on the localizer I engaged APP and hit the CMD2 button. It lit up and took me to a successful autoland. I guess it must be a problem with the 700. Any way thanks for the help.

If you installed the 600/700 followed by service packs then 800/900 followed by those service packs then the panels from the 800/900 are shared with the 600/700. There should be no difference in operation among the NGs in this regard. The clue is "once centered on the localizer" and you were doing a circuit possibly closer in.

OK, I tried tonight close to home at KPHX. This time I used the 900, took off and made a circuit tuned both nav radio's to the ILS and once I had centered on the localizer I engaged APP and hit the CMD2 button. It lit up and took me to a successful autoland. I guess it must be a problem with the 700. Any way thanks for the help.

Ok Ron, I wil try the same scenario with the 700 and see how it goes. Thanks.

The key to getting the 2 autopilots engaged is having the ILS's tuned on both sides, then selecting APP and then selecting the 2nd autopilot. LOC centered is a technique and not required for APP mode selection.When you say the aircraft is pitching up, what indications are you seeing? Is the G/S going up? Is the F/D going up? Contrary to what Ronzie suggested, I don't think speed has any effect - the aircraft will not pitch up to prevent an overspeed. The A/P will happily overspeed on the G/S.

The indications I see are the glideslope marker moving down showing me above the glideslope and the airspeed falling. If I don't disconnect the A/P and fly manually it will stall. Thanks for the reply. I have now made several successful approaches with the 800 & 900 Maybe I will try again with the 700.

The GS indicators must be above you about one to two divisions. In other words you need to intersect the GS from below. The aircraft should not pitch up to catch the GS above you. Your VNAV should be off at this point with APP armed.Again, check the ILS ident in the PFD and make sure it is the correct one. In the attached ILS 6L LAX check the following items:The localizer ident is I-UWU at 108.5The IF at glide-slope intersect as noted by the Maltese Cross just after the vertical profile GS wedge start is at 1800. That is your minimum altitude capture point at ALISN. The intersecting legs to either DNITA or KOYEV can be down to 3700 and you can stay at 3700 until NATHN. As illustrated your descent from NATHN to ALISN will be below the extended GS angle from ALISN. That means when it becomes active the indicators will be above center and you are OK to engage APP. If they are not then you are probably getting the wrong ILS.Remember that at KLAX both ends of each runway share the same ILS frequency and unless your scenery has been correctly designed and the back courses are turned off, you most probably will not see the correct ILS, IUWU, until you are very close to the center line.Now this plate is current and there might be differences from your scenery. Since you are in FS9 you can use AFCAD to verify your ILS idents are frequencies used as I showed earlier. The safest freeware editor usable for FS9 and FSX is ADE9X available from:http://www.scruffyduck.org.uk/filemanager/navega.php?id=2&PHPSESSID=8d8445605cdce91c52790db6a691e526where the application and basic tutorials are available. You can view the afd properties and create a scenery layer (afcad) with the back courses turned off on all of the ILS navaids. The layout is similar for this to AFCAD. You then proceed with the compiling step and place it in a \AFCAD\scenery\ folder on your FS disk (but not under the FS folder) and add the AFCAD folder to your scenery library retaining it in the top position (#1) so it has the highest priority. Then when FS restarts it will index your scenery and your ILS navaids should be correct.These FAA charts I use are from flightaware.com under airport information the IFR plates.

The indications I see are the glideslope marker moving down showing me above the glideslope and the airspeed falling. If I don't disconnect the A/P and fly manually it will stall. Thanks for the reply. I have now made several successful approaches with the 800 & 900 Maybe I will try again with the 700.